Our government MUST legalise the total EV scene…before it is too late
Nissan powers up UK-based European R&D hub with vehicle-to-grid technology
Who would wish to be in government, asks Iain Robertson semi-sympathetically, when reflecting on two of the biggest issues any administrative body has been asked to deal with in the modern era, ‘Brexit’ and the pandemic…but there is a third monster?
Regardless of an individual’s political leanings, when our present government won its current term in power around 15 months ago, it had not the foggiest that a disease originating in China would force global economies to points of near submission. British voters desperate to reach a democratic closure on a divorce from the EU construct demanded satisfaction and, regardless of ‘conditions’, now have it. Questions would arise about the effectiveness and speed of reaction in dealing with COVID-19 but, despite multiple knee-jerks, despite clear errors of judgement, the UK is leading the rest of the world in issuing vaccinations.
Irrespective, governance continues and the third major national issue to be dealt with is the impending sea-change related to transport, which is perceived to be the single largest polluter of our environment. Pursuant to the law passed in mid-2019 that made the UK the first nation in the world committing to reduce all greenhouse gas emissions to net zero by 2050, our government set a target of 2030 to cease the sales of new fossil-fuelled vehicles on our roads. Yet, despite a risk that we might break our own laws, apart from some tokenistic and reducing displays of support by way of OLEV grants that are administered by the Department for Transport, it is almost as though Brexit and pandemic have overwhelmed government.
Well, tough! Ministers have their roles, because they wanted them; they wanted to be intrinsic to resolving the nation’s perceived problems. Thus, they must don the mantle and deliver…or else depart their offices. Having set the rule, which is a tough enough process, it must now be honoured. Waiting to see what the wind blows in is not governance. Less than nine years remain available, in which to prepare the nation for an all-electric future in transport and merely shifting the blame from petrol pumps to fossil-fuelled power stations is a shoddy response.
However, the signals from central government have been weak at best. While no governing body could have anticipated the pandemic financial costs related to underpinning British enterprise, or the levels of borrowing that will take at least two decades to settle, the grant support of £5,000 per EV and £500 per domestic charger installation have already been cut to £3,500 and £350 less VAT respectively (£8,000 for vans, £1,500 for motorcycles) and we already know that the cut-off date is set for March 2022, which is far too soon. Yet, it is government that is dictating change and, while over £1bn has already been dedicated to electrification, significantly more is required, in order to fulfil requirements.
The lack of control placed on installers of charging points has fostered the growth of ‘cowboy’ players, an issue exacerbated by the over-complex form-filling and subsequent three-to-six-month delays in receiving the grants, which can erode profit margins to a point at which installers declare bankruptcy, which is not a positive message to impart. In addition, a lack of joined-up thinking between national and local government has led to insufficient on-street chargers in the city-based environments where an EV should be most valid. Obtaining planning permission has proved to be problematic, if not impossible, and that is before contemplating estate, or building ownership status, which may not be freehold, thus placing unfortunate and far from timely restrictions on broadening the recharging infrastructure.
The situation is not helped by the rapid growth in EV suppliers, lessors and renewable resource providers. Rather than berating fossil-fuelled motorists and gloating about their antediluvian statuses, they should be seen to be offering support and understanding as a means to promoting an EV future; the alternative can have a negative impact, when change has been mandated. Government must assume an holistic approach to such a monumental shift in responsibility. Its lack of strategy is leading to consumer confusion and unwillingness to adapt.
There is a multi-pronged solution.
EVs are not ‘taking over the world’. So far, their registrations are continuing to increase in number (108,205 units in 2020, which includes manufacturer and dealer demonstrators) to just 6.6% of the total UK new car market, which has taken a decade so far to achieve. However, the 2030 figure is expected to be around 1.8m units. It is this figure that needs to be mandated for in a longer-term governmental strategy than exists today and government support should be reinstated to the previous levels for both charger installations and cars. Government must also lead on both local and national platforms by insisting that ALL new car acquisitions are EVs only.
Local authorities should be obliged to install on-street chargers to meet ratepayer demands. Local authorities should also be instructed to remove planning permission restrictions placed on multi-storey properties, especially where more than a single charger will prove essential. In addition, interoperability must be considered vital to halt EV manufacturer, brand-related charger installations in public areas. Installations should be funded equally by both councils and fuel station franchisees (through their respective oil companies) to incorporate at least three EV rapid-chargers on their forecourts. Fast food and beverage franchisees should be encouraged to install below-ground impulse chargers in their dedicated parking bays.
Central government also needs to tackle the thorny subject of used EVs to limit the residual value slide. A reduced grant of up to £2,500 should be applied to all previously owned EVs, to encourage their resale. However, carmakers should be tasked with making their EV platforms more readily upgradable, to accept advancements in technology, not least in battery capacity and ease of recharging, with costs being carried either by dealer, or consumer.
Government must accept that a key policy change carries oncosts. As the tax take will reduce significantly from 2030, it is inevitable that fiscal demand will lead to EV users paying for Road Tax thereafter and the market should be prepared for that, rather than receiving a shock at Budget time.
Car manufacturers, already accused of ‘profiteering’ from the EVolution, must demonstrate their willingness to reduce the list price gap between ICE and EV models, while being encouraged to create upgrade packages for their older EVs. Finally, the EV charger manufacturers must meet BSI standards for their products, in order to provide both safety and security assurance, while the network of installers must be appropriately trained and warranted for their efforts.
The UK government is running out of time to ensure as smooth a transition from ICE to EV propulsion as possible, in order to meet its 2030 ‘E-Day’ deadline. It must be funded fairly and with a wiser eye to the future.
